Roundsounds

1 hour ago, KRviator said:

Wonder how they planned to do that in an aircraft with gullwing doors?

I've done the same thing from the RV with the tip-up canopy, but not from within the cabin, rather, from a pod bolted under the wing.

Through the window vent no doubt. 

Studying current AIP would likely result in a better outcome than asking for guidance here. 
The ERSA (Nowra) has a very clear description of the VFR Transit procedures. The Canberra VTC also provides clear guidance on the lane. 

30 minutes ago, facthunter said:

Looking back on what I did, I've realised that dog fighting, balloon and streamer cutting were a big part of learning limit flying, plus doing and teaching basic aerobatics where the student  would sometimes do things you never dreamed of doing yourself, that required  the rabbit out of a hat save. It is NOT in any syllabus.   I have tried to push "Unusual attitude recovery" at least for instructors. No one appears to be listening..  Nev

I have found as time goes on the majority of instructors are fearful of anything other than a wings level 1G stall. Even then they often recover at the sound of the stall warning and don’t actually stall. The there’s the “pick up the wing with rudder” thing! Rudder is only used to prevent further yaw until you’re no longer stalled. 

23 hours ago, Garfly said:

 

 

Yeah, Juan was asking the same question, that is, about a kill switch for pilots in case the seat starts moving forward while they're in it (un-commanded by the pilot's own seat switches on the console).  The design of the rocker switch on the seat-back presumably assumes that the cover is there to guard against inadvertent operation whenever the seat was occupied. But there ya go

 

In the confusion of having a meal tray plonked down on your moveable table and your sudden realisation that you're being moved forward relentlessly - and possibly being out of reach of the console switches (even assuming they countermand the rear switch) I can imagine the inevitable HF/WTF! pause could easily see you - or your dinner - jamming the yoke forward to no good effect.  Certainly would not have been trained for in the simulator.

 

The seat power on / off switches are located inboard at the base of the seat backs. 

On 16/3/2024 at 4:13 PM, derekliston said:

Do you actually believe that Nev? I find it a bit hard to credit! I would have thought that in cruise it would have been on autopilot, incredibly unusual to be hand flying, yes the seat moving forward could cause the pilot to push on the yoke, but hard enough to disconnect the autopilot??? 

The B787 autopilot has an over ride / disconnect function. ie if you provide a decent input the AP will disconnect.

1 hour ago, IanR said:

Are some people confusing QNH and QFE in this discussion ?

Ian, most pilots trained over the past 30 years probably couldn’t spell QFE, let alone define it and T hey’d need an APP to work it out.

6 minutes ago, turboplanner said:

In transit, I’ll give you an answer later. What QNH  do you enter at your local airfield?

The local QNH from ATIS or AWIS. 

9 minutes ago, skippydiesel said:

You are correct Turbs - Camden circuit height is 1300 ft (1000 AGL).

 

Having flown there quite a few times. I draw your attention (once more) to how wide the aircraft has flown - well beyond any of my poor attempts at a professionally executed pattern. The pilot is so wide, it suggests to me that he must have had an issue, possibly as early as up or cross wind. having pointed this out I dont think it leads to any particular conclusion, other than the pilots possible loss of situational awareness. 

The ATSB report shows about a 1NM downwind spacing, doesn’t seem “so wide”. Having flown there a few times myself, I’d say the spacing was pretty normal for Camden operators. 

1 hour ago, turboplanner said:

in a 1000' circuit?

1 hour ago, turboplanner said:

This is the prelim. report so they will now be doing the detailed work item by item.

1400' downwind?

steady descent 130 kts?

 

The 1400’ is an ADSB return and is based on 1013Hpa, corrected for QNH comes in at around 1300’ AMSL. 

The descent speed of 130KTS is a ground speed, given it was descending at a rather steep angle the IAS would have been significantly higher. 

5 hours ago, Methusala said:

Mate of mine with a Tigermoth said,"Rubber is too expensive to land on bitumen."

A ground loop is more likely on a sealed runway, ground loops can be way more expensive than rubber. 

1 hour ago, facthunter said:

What engine is fitted to it? It makes a difference to how nice to fly they are and when the throttle is closed the elevator doesn't have a lot of ability to keep the tail low as the U/C is quite long and the brakes quite effective. The prop tips look bent back.  Nev

I believe a 275HP Jacobs with a CSU. 

39 minutes ago, onetrack said:

How else does a tail-dragger flip on its back, in line with the centreline of the runway, except for excessive braking? New owner, still learning how to fly it, only bought it this year, and only just registered it.

If it had ground looped and flipped, I wouldn't expect it to end up in line with the runway - and I saw no tyre skidmarks that would indicate a ground loop.

Agree, what I don’t agree with is the suggestion the aircraft landed with the “brakes locked on touchdown”. 

On 8/3/2024 at 9:54 PM, CT9000 said:

Re reading this story over a cuppa. I do not believe that the aircraft did actually stall. To stall you need to reach the "stall stick position" otherwise you cannot get to the critical angle of attack and therefore no stall. Yes it dropped a wing but that is not necessarily a stall just a response to a gust.   Stalls are not to be feared just need to be managed.

Stick position can correlate to exceeding the critical angle. The “stall stick position” seems to be gathering momentum at a similar rate to the Beggs Muller spin recovery technique, which I see as a dangerous trend. There are a number of factors where the critical angle can be exceeded without achieving the “SSP”. CofG and gusts being a couple. 
How would a pilot respond differently in the case described in this post given it had / had not stalled? 

2 hours ago, Methusala said:

Could this be a result of brakes locked on touchdown?

It could be, but highly unlikely. They can be a handful on sealed runways. The clowns running council airports see operations on the grass within the flight strip akin to hoons tearing up grass on their precious footy fields. They fail to understand these aircraft were designed to operate from grass / gravel fields and don’t comprehend the physics associated with tailwheel airplanes. I’ll guarantee this incident would not have happened had he been landing on the grass to the west of RWY 34. 

11 minutes ago, Blueadventures said:

Except; can't turn on strobe and landing lights🤪🙃

If you can’t see a Cub yellow Cub, you shouldn’t  be flying. 😆

1 hour ago, danny_galaga said:

No battery, right 😄

Yep! Avoids lots of issues. 

On 3/7/2023 at 10:58 AM, danny_galaga said:

I only ask because an LAME apprentice was in the hanger and we were talking about it. He was pretty confident you HAVE to have on in GA, but wasn't sure about 19 rego...

I’ve got a J3 Cub and don’t have any battery isolation devices. 

I would be interested to hear people’s thoughts in regards to the following quote…

“in a slipping turn you are providing anti spin rudder. In a skidding turn pro spin rudder.”

On 30/1/2024 at 11:54 PM, LoonyBob said:

I consider the problem, in GA and RA, to be the lack of a spinnable trainer that is economically practicable. WTF do we not all do 3 hours with the GFA, where they have spinnable trainers and a great deal of currency on the manouvre??

There are airplanes like Citabrias, Decathlons, Cessna Aerobats, Robins and others available for spin training. The main issue I have with gliders being used for power pilot training is the lack of a throttle, I often find during spin training pilots miss setting  idle during recovery. It’s highly likely an unintentional spin will be in a situation with power applied.

It’s one thing to verbalise it during a briefing, but the proof is in the application. I usually arm the speed brake during stalling sequences in jet simulator training, following the recovery manoeuvre it’s often still armed. Stowing the speed brake is part of the standard Boeing stall recovery manoeuvre. The trainees might have recited the actions during the briefing or immediately prior to the exercise but often omit the step during the practice sequence. As a human factors consideration I fear power pilots would omit setting idle power if spin training was only conducted in a glider. 

14 hours ago, sfGnome said:

I said no, because I don’t *know* that I flew into a stall. There was one time in my early days - an ugly, gusty day - when as I was turning to crosswind from the takeoff, I hit what I assumed was a strong gust that put the aircraft on its side (or so it felt). My instructor took control, recovered, and we decided that it wasn’t a good day for learning…

 

Maybe it was just a gust blowing us around. Maybe it was a wind speed change that turned my climbing power-on turn into a climbing power-on stall at 500 ft? Who knows?

Sadly a very valuable lost learning opportunity if the instructor didn’t take the time to explain what had happened. Maybe they didn’t know what had happened? It’s worth flying for a bit on days like that to help you become comfortable, one day you might be caught out in them. Even to become comfortable with the stall warning intermittently showing / sounding. A gusty day will often cause a temporary high AoA and trigger a warning, it doesn’t mean you’ve stalled. Knowing what’s acceptable and adding 20 knots to the approach speed isn’t necessarily the answer. 

I have stalled many, many times during aerobatics. Both nibbling on the edge and occasionally departing controlled flight. This is all at a safe altitude and mostly in aerobatic aeroplanes. I did years of competition flying, which included streamer cutting in a range of aeroplanes. I recall a most spectacular event in a Cessna 180 at Moruya, I think it frightened the daylights out of the safety pilot! Trying to claw around a 60 bank turn at minimum speed to reduce the turn radius and got a bit enthusiastic. No big deal, simply neutralise the ailerons, stop any yaw with rudder, reduce the angle of attack and recover from the ensuing dive. 
It’s the playing around the edges of the stall in a safe place that helps you recognise what’s close to a stall and safe versus “this is likely to let go”. You don’t really know that point for a particular aeroplane unless you do that type of exercise. Again I stress at a safe height and if you’re not qualified / proficient in aerobatics have an instructor with you who is proficient and happy to let you explore that end of the flight envelope.   
 

anyone who hasn’t done this type of flying is an accident looking for the right time to happen. 

16 minutes ago, facthunter said:

Training to a max bank angle of 30 degrees can promote that. OK for Airliners BUT......   Nev

It’s the yank not the bank that kills people!

People then keep bank angles low and “help” the turn with rudder and skid. 

3 hours ago, Area-51 said:

This is a good couple of examples addressing the original question posted; its got some great footage of how the elevator reacted with buffet in the moment, and also how much elevator was being used during the pattern in general while trying to slow the aircraft up.

 

It's a little rear to hear these kinds of stories because the pilot in command is generally often too dead to talk about it.

 

 

 

 

 

Have a look at the aileron position as it “dipped” the wing versus the aileron position during other shots. He was holding off bank, likely the result of a skidding turn. A nasty combination of being very close to the critical angle of attack and a skidding turn, as he said very close to a spin entry. This is sort of scenario should be a standard training sequence at a safe altitude with an appropriately qualified instructor in an aeroplane certified for spinning. It’s not about spin recovery, but knowing the signs of an impending spin entry. 

54 minutes ago, Thruster88 said:

I don't think I have ever seen a video of an aircraft stalling and hitting the ground without at least a quarter of a turn of rotation. The rudder can pick up a wing however its purpose is to stop yaw. No yaw no spin.

 

It is not that hard to fly correct airspeed at all times.

The critical thing is angle of attack, which is closely related to “stick position”. As you stated, rudder is used to prevent yaw. Unfortunately many people are taught and believe it’s used to pick up a wing approaching / at the stall. If you’re good enough to pick up a wing during a stall you wouldn’t have stalled in the first place.